D10 controller handling ILS 16 traffic for ftw observed developing conflict with military jet oversh...

Narrative:

I had cleared a C172 for ILS16 approach at ftw. The aircraft was approximately 2 miles outside the FAF. As I was about to switch the C172 to tower I observed a F5 on converging heading blowing through final. I cancelled approach clearance on the C172 and issued immediate left turn; maintain 2;100 to avoid the traffic. The finals at nfw and ftw converge and are about 3 miles apart 3 miles outside the FAF. The F5 was on vectors to either ILS 17 or PAR/ASR with nfw gca. Recommendation; from my observation; the primary cause of this event was controller performance. With finals this close together; there is very little we can do procedurally to enhance the operation. My years of experience have taught me that you can't let military pilots do what they want. Although they are very cooperative and professional; they all want to fly 350 KTS until 3 mile final. The gca controller failed to get the speed of the F5 under control. He compounded the problem by attempting a 90 degree turn on 2 miles outside the FAF. If the F5's speed had been lower and intercept angle shallower; we likely would not have had a problem. Finally; when the controller recognized the problem he may have had time for the pilot to fix it for him. If you request with proper emphasis; the pilot of a military fighter will normal reach the requested heading in less than 5 seconds.

Original NASA ASRS Text

Title: D10 Controller handling ILS 16 traffic for FTW observed developing conflict with military jet overshooting final for NFW; reporter issued evasive turns to avoid traffic.

Narrative: I had cleared a C172 for ILS16 approach at FTW. The aircraft was approximately 2 miles outside the FAF. As I was about to switch the C172 to Tower I observed a F5 on converging heading blowing through final. I cancelled approach clearance on the C172 and issued immediate left turn; maintain 2;100 to avoid the traffic. The finals at NFW and FTW converge and are about 3 miles apart 3 miles outside the FAF. The F5 was on vectors to either ILS 17 or PAR/ASR with NFW GCA. Recommendation; from my observation; the primary cause of this event was controller performance. With finals this close together; there is very little we can do procedurally to enhance the operation. My years of experience have taught me that you can't let military pilots do what they want. Although they are very cooperative and professional; they all want to fly 350 KTS until 3 mile final. The GCA Controller failed to get the speed of the F5 under control. He compounded the problem by attempting a 90 degree turn on 2 miles outside the FAF. If the F5's speed had been lower and intercept angle shallower; we likely would not have had a problem. Finally; when the Controller recognized the problem he may have had time for the pilot to fix it for him. If you request with proper emphasis; the pilot of a military fighter will normal reach the requested heading in less than 5 seconds.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.

Attributes
ACN	869800
Time
Date	201001
Local Time Of Day	1801-2400
Place
Locale Reference	D10.TRACON
State Reference	TX
Aircraft 1
Make Model Name	Skyhawk 172/Cutlass 172
Operating Under FAR Part	Part 91
Flight Phase	Final Approach
Route In Use	Other Instrument Approach
Flight Plan	IFR
Person 1
Function	Approach
Qualification	Air Traffic Control Fully Certified
Events
Anomaly	ATC Issue All Types Conflict Airborne Conflict

D10 controller handling ILS 16 traffic for ftw observed developing conflict with military jet overshooting final for nfw; reporter issued evasive turns to avoid traffic.